Valve mechanism for internal-combustion engines.



T. J. FAY.

VALVE MECHANI SM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED ocT.21.1913.

1 149 345. Patented Aug. 10, 1915.

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VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLIQATION FILED 0CT.27, I913- Patented Aug. 10, 1915.

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THOMAS J. FAY, on NEW YORK, N: Y.

VALVE mncnnnrsu non INTERNAL-COMBUSTION nnemns.

Specification of Letters ratent.

Patented Aug. 10, 1915.

, Application filed October 27, 1913. Serial no. 797,372.

To all whom it may concern: I Beit known that I, THOMAS J. FAY, a citizen of the United States, residing at the city of New York, in the borough of Brooklyn and State of New York, have lnvented certain new and useful Improvements in Valve Mechanism for Internal-Combustion Engines, of which the following is a full, clear, and exact description.

This invention relates to internal combustion engines and more particularly to a valve mechanism for controlling the exhaust from the working cylinder of an engine.

The primary object of my invention is to obtain the full benefit of the braking or retarding action of an engine when it is drlven by the momentum of the vehicle or other mechanism with which it is associated.

Where an engine is connected to a moving vehicle, it is common to brake the vehicle on a down-grade, or where it is otherwise desirable, by cutting out the ignition and maintaining the mechanical connections between the wheels of the vehicle and the pistons. The positive reciprocation of the pistons will draw the working fluid into the cylinder, which fluid will be compressed on the compression stroke of the pistons resulting in retarding the action of the motor and vehicle. As the exhaust valve is closed at the termination of the compression stroke of the piston the pressure exerted by the compressed fluid within the cylinder is not relieved, and is exerted toagain positively drive the piston forwardly, ofi'setting, to a considerable degree, if not entirely, the braking action obtained by retarding the piston on the prior up stroke. While this retarding action may be accomplished by opening the" exhaust valve at the termination" ofthe compression stroke of the piston by any suitable form of mechanism, this invention aimstea-ggntrol the exhaust from the cylinder at this point inthe cyclic operation of the motor without, in any manner, interfering with the normal operation of the exhaust valve or valves, so that the same may be accurately timed or adjusted as in the usual type of internal combustion enme g The invention also consists of the par-" ti cular construction and; combination of parts whereby I am able to utilize the valve mechanism disclosed in my former application,

Serial No. 777,394, as will be hereinafterset forth in the specification and claims annexed hereto.

In the drawings: Figure 1 is a vertical section through the working cylinder of an internal combustion engine and valve mechanism for controlling the exhaust therefrom; Fig. 2 is an enlarged detail view of a portion of the manually operable means for controlling the movable piston of the valve mechanism; Fig. 3 is an enlarged dctail of the valvemechanism showing the position of the parts at the termination of the compression stroke of the working piston.

The type of engine and valve mechanism illustrated is in general similar to the one shown in my co-pending application, Serial No. 7 77 ,394 and the construction of the valve mechanism disclosed in the application 'referred to will be described to clearly set forth the manner in which that form of valve mechanism is combined with the novel features of the present construction to provide means for obtaining the efiicient braking action w'hich forms the basis of the present application.

'. 1 designates a working cylinder in which reciprocates a piston 2 which is connected to the usual crank-shaft 3 by aconnecting rod 4. The working fluid and exhaust prod- .uctsof combustion are emitted and expelled through suitable intake and exhaust ports in the combustion chamber or head of'the cylinder 1, the exhaust port "alone being shown and designated 5.

The valve mechanisms 'for automatically controlling the intake and exhaust ports are similar, so that a descriptionof the exhaust valve mechanism will suffice.

7 designates a valve casing open: both ends, the upper end of-which=is closed by a screw-plug 8. This casing 8 is provided with an annular groove or duct 9 communicating with the exhaustport 5. Arranged within the upper portion'of-this valve casing is a hollow cylindrical sleeve 10 which sleeveis supported on the valve casing, 7 by shoulders llaeformed on the sleeve and casing, respectively, which shoulders are so positioned "Heat -the bottom of the sleeve is flush with the upper edgeof the annular. groove 9. The side walls of" the"sleeve 10 and the valve casing 7 are provided with alining through which open communication is established between a passe e 15 in a manifold 14 and-the interior 0 the sleeve 10. A.

openings 13 which constitute an orifice curved rib 16 formed integral with the sleeve 10 closes the upper open end of the same and serves to divert the products of combustion which pass through the hollow sleeve and orifice 13 into the passage 15 in the manifold 14. The exhaust ports of each of the working cylinders of the engine are connected in a similar manner to this passage 15 in the manifold. The inlet ports of the cylinders (not shown) are in a like manner connected to the passage 16 of the manifold 14 which passage is separated from the passage 15 by a horizontal partition 17 and is connected to a carbureter, a portion of which is shown at 18 in Fig. 1. Arranged between the upper closed end of the sleeve 10 and the screw plug 8 is a locking collar 20 screwed into the endof the valve casing, which collar is locked to the sleeve 10 by a pin and slot connection 21.

The sleeve 10 is spaced from the inner periphery of the casing 7, to provide an annular chamber in which reciprocates a slide valve 21 which valve comprises a hollow g5 cylindrical sleeve having its upper end castellated to form port openings 22, and longitudinally-extending ribs 23. Suitable packing rings are provided to prevent leak: age between this sleeve and the valve casing 3 7. Connected to the lower end of the valve \sleeve 21 is a connecting rod 25 which is in turn connected to a secondary crank-shaft 26, driven from the main crank shaft 3 by a mechanism not shown, which mechanism reciprocatesthe valve sleeve once for every two revolutions of the main crank-shaft. The lower end of the valve sleeve is closed by a movable piston 27 provided with suitable packing rings which piston is adapted to throttle the port 9 as is disclosed in my former application heretofore referred to.

Attached to this piston is a connecting rod 28 which receives its movement from an arm 29 mounted on a shaft 30 supported in suitable bearings in the frame of the engine. The piston for the inlet valve mechanism (not shown) is connected in a similar mannerto a shaft 31. It may here be stated. that when the valve mechanisms are used' with a multicylinder engine, the shafts 30 and 31 are extended so that the valve mechanisms for the other cylinders may be con-, nected thereto. The mechanism for par-i, tially rotating each of the shafts 30 and 31: is the same and the one for shaft 31, which, is shown in section, will alone be described. Arranged at right angles to and connected to the shaft 31 by spiral gears 32 and 33 a secondary shaft 34 which is mounted in a} suitable casing 35, the pitch ofv gears 32 and 33 being such that they may be driven in either direction. The shaft 34 receives the partial rotation necessary toreciprocate the piston through a lever arm 36 fixed to the end of the same, which arm is connected by any system of linkage, (not shown) to a position where it may conveniently be controlled by the operator as, for example, the drivers position where the invention is utilized in connection with a moving vehicle.

In order to prevent inadvertent movement of the piston in the inlet valve mechanism due to the unbalanced pressure on the same, the shaft 34 is provided with a selfacting locking device. The spiral gear 33 mounted on one end of the shaft 34 is provided with a hub-like extension 37 having a'serrated face 38 which engages a similar face 39 on a sliding disk-like member 40, mounted on the shaft 34, and pressed against the hub-member 37 by a spring 41. This member 40 is prevented from rotating by a pin 42 driven through the casing 35 and the member 40. However, when sufii:

cient pressure is exerted on the lever 36 through the system of linkage connected thereto, the shaft 34 will be positively rotated, the serrated faces 38 and 39 riding over each other against the action of the spring 41. The locking device for the piston 27 of the exhaust valve mechanism is similar and will not be described.

The valve mechanism so far described differs from the construction shown in my former applicationi merely in details of construction and it is adapted to open and close the inlet and exhaust ports in the normal operation of the engine and to throttle either or both of these ports to obtain the braking action therein specifically referred to. In the type of valve mechanism shown or in any other type, both the inlet and exhaust ports of the working cylinder are closed during the compression stroke of the piston, In order to relieve the pressure of the fluid within the working cylinder at the end of the compression stroke, I have connected the working cylinder to the exhaust by a by-pass connection around the exhaust valve While the same is in its port-closing position. Such a construction is shown in Fig. 3 and comprises a passage 44 formed in the casing of the exhaust valve 7 which passage at one end connects with the annular duct 9 and at its otherend opens into the interior of the valve casing 7 as at 45. The valve sleeve 21 is provided with a port 46 to correspond to the opening 45 and is so located in the valve sleeve that at the termination of the compression stroke of the piston, the reciproca- 'tion of the valve sleeve 21 will bring the the head of the piston flush with the lower edge of the annular duct 9. this piston will effectually close the port 46. The piston 27 is provided with an L-shaped passage 47 which, when the piston is moved downand the escape of the working fluid pre vented. In like manner in all positions of the piston 27, other than the one shown in Fig. 3, the port 46 will be effectually closed by this piston. It will therefore be seen that the establishment of the by-passage around the valve sleeve 21 when the same is in port-closing position depends, in the first place, upon the automatic actuation of the valve sleeve 21 which is controlled by the operation of the engine, and, secondly, upon the proper positioning of the piston 27,

which is so connected that it may be manually operated by the driver or other operator of the engine. I

The operation of the valve mechanism is briefly as follows :Assume, as is preferably the case, that the valve mechanism is used in connection with a multi-cylinder engine of the four-cycle type which is connected to a moving vehicle. When it is desired to retard the vehicle, the ignition is preferably cut off but the mechanical connections between the wheels of the vehicle and the engine is maintained. The pistons 27 of each.

of the valve mechanisms connected to the exhaust ports of the cylinders are moved to the position shown in Fig. 3. It may here be stated that in order to properly position these pistons the hand lever, which controls the same, is preferably equipped with a positive stop, such as a notch in the locking sectorfor the same, it being understood that.

all of the pistons 27 are connected up so that they may be operated through a single hand lever. The positive reciprocation of the working pistons due to the momentum of the vehicle will draw a charge into each of nation of its compression stroke theslide valves 21 are automatically reciprocated through the secondary crank shaft 26 to a position in which the ports 46 are brought into momentary alinement with the openings 45, and passages 47 in the pistons 27. The compressed fluid is then exhausted and the pistons driven upon the return or third stroke by the--momentum of the vehicle rather than by the pressure-exerted by the compressed fluid as they otherwise would be, if the same were not exhausted at this period in the cyclic operation of the engine.

Moreover, since the exhaust valve is again closed during the greater portion of this stroke, a partial vacuum will be created in i the cylinder and the movement of the piston against this partial vacuum will be further retarded to give a greater reduction in the speed of the motor. It will therefore be seen that the entire retarding force derived from the compression of the fluid within the cylinder is utilized in the braking action and the momentum of the vehicle is in this manner lessened to such an extent that the vehicle may be forced to run on down grade at a relatively moderate speed.

- While it is preferable to utilize the passage 47 in the movable piston or abutment 46, so that the length of the stroke of this part requires it to bring the passage 47 into communication with the by-pass 44, may be as short as possible, yet it is. apparent that the passage 47 may be omitted if the valve sleeve is of suflicient length to permit the piston 46 to move downwardly to a position in which its top is below the lower opening of the by-pass 44 and the dynamic brake action, which will be obtained, is identical with that which is obtained when the passage 47 is in communication with by-pass 44, the fluid being exhausted from the cyl- "inder at the termination of the compression stroke when the port opening 46 in the valve 3 sleeve is in communication with by-pass 44.

Having described my claim 1. In an internal combustion engine, the combination of a cylinder having an exhaust port, a piston in said cylinder and a valve for controlling said exhaust port with means for connecting said port to the exhaust when said valve is in said port-closing position.

2. In an internal combustion engine, the combination of a working cylinder having an exhaust port and a valve for closing and opening said port with automatic means for exhausting said cylinder when said valve is in port closing position.

3. In an internal combustion engine of the four cycle type, the combination of a working cylinder having an exhaust port and a valve for closing and opening said port with means operatively associated with said valve to exhaust said cylinder when the said valve is in port-closing'position and said piston is at the termination of its compression stroke.

invention, I

4. In an internal combustion engine, in

combination, a working cylinder having a piston, inlet and exhaust valves for said cylinder, means for automatically moving said exhaust valve and means including a manually moved part cooperating with said valve for releasing the pressure from the cylinder independently of the normal operation of the valves.

5. In an internal combustion engine, a Working cylinder having a piston and an exhaust port leading therefrom, a valve for controlling said exhaust port, a by-pass from said cylinder to exhaust controlled by an auxiliary port in said valve and a manually operable part for normally closing said byass. p 6. In an internal combustion engine, a working cylinder having an exhaust port,

a hollow valve sleeve and actuating mecha necting said cylinder to exhaust controlled by an auxiliary port in said valve, said member closing said by-pass in one position thereof.

8. In an internal combustion engine, in combination, a Working cylinder having an exhaust port, a valve for controlling said port, means for automatically actuating said valve and means controlled at will for throttling said port and for connecting said cylinder to exhaust at the termination of the compression stroke of the piston.

. 9. In an internal combustion engine of the four cycle type, the combination with a working cylinder, its piston and exhaust valve, of means for exhausting said cylinder at Will when said piston and valve each reach a position corresponding to the termination of the compression stroke of the engine.

10. In an internal combustion engine of the four cycle type, the combination with a working cylinder, its piston, exhaust valve and means for operating-the same, of means for exhausting said cylinder at Will at the termination of the compression stroke of the piston independently of the normal actuation of said exhaust valve..

In Witness whereof, I subscribe my signature, in the presence of two Witnesses.

THOMAS J. FAY.

' Witnesses:

I A. R. SQHUELE,

JOHN J. MCMAHON. 

